2014 BMW 2-series Debuts: Same Rear-Drive Game, New Even-Numbered Name

The shuffling and expansion of BMW's badges is complete. Mostly.

JENS MEINERS

Oct 24, 2013

MARC URBANO, THE MANUFACTURER

Considering BMW’s newfound commitment to the wonders of electrification—witness the new compact i3—you may need some assurance that the brand’s core values remain intact. While we have yet to drive one, the company’s latest debutante, the 2-series, should allow you to take a deep breath. The new 2 replaces the 1-series coupe as the entry-level coupe in the lineup, and its reveal completes BMW’s badge reorganization in which all sedans and wagons wear odd numbers while coupes and convertibles get even numbers. (Well, it almost completes that shuffle; the next 1-series is slated to be available only in hatchback form, and BMW hasn’t decided if it will be sold in America. So it goes.)

The 2-series represents an evolution of its predecessor, albeit a thorough one. It’s longer by 2.8 inches, width and wheelbase grow by 1.3 inches each, and the styling is cleaner and more grown up. A crease wraps around the car at the shoulderline, forming a slight spoiler on the trailing edge of the decklid and evoking memories of the legendary 2002. The headlights lend a serious and determined look to its face, and so the 2 therefore is quite unlike the outgoing 1-series, which looked a little startled. In fact, when the optional xenon headlights are specified and paired with LED eyebrows, the 2-series looks downright angry. The aggressive appearance is heightened by the long hood, which emphasizes the sporty rear-wheel-drive layout. There are, of course, practical advantages to the new body, too. The trunk has been enlarged and there is noticeably more space for rear-seat passengers—yet BMW says that weight remains virtually identical to that of the 1-series.

While other markets can select from a range of engines that include diesel and less-powerful options, U.S. shoppers choose between just two: the N20 2.0-liter four-cylinder in the 228i and the N55 3.0-liter straight-six in the M235i. Both are force-fed by a single turbocharger, and they are mated either to either a six-speed manual or to an eight-speed torque-converter automatic.

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The M235i is rated at a lofty (and preliminary) 315 horsepower at 6000 rpm and 332 lb-ft of torque at 1300 rpm. That state of tune translates to an estimated 0-to-60 time well below five seconds, while top speed is governed at 155 mph. The 228i makes 240 horsepower at 6500 rpm and 258 lb-ft of torque from 1250 rpm, which BMW says should yield 60 mph in 5.4 seconds with the automatic transmission. Top speed in the four-cylinder 2-series is governed at 130 mph, but rises to 155 mph when Sport Line or M Sport packages are optioned. No U.S.-market fuel-consumption figures are available yet.

The M235i is BMW's first M Performance model to be available in the U.S., representing a new line of models engineered with input from BMW's M GmbH performance division and positioned between the standard lineup and the exclusive, high-performance M portfolio. It features different suspension settings, variable power steering, a performance-braking system, bigger wheels, and a sport-exhaust system. The M235i is no replacement for the 1-series M Coupe, but we fully expect to see a full-blown M2 (see a rendering and read what we know about it here), which likely would use a slightly detuned version of the forthcoming M3/M4’s S55 twin-turbo 3.0-liter straight-six.

While the M235i comes in only one specification, the 228i can be ordered as a base model or equipped in Sport Line or M Sport trims. The latter gets most of the M235i's visual addenda.

U.S.-bound 2-series will arrive on dealer lots in the spring, with base prices starting at $33,025 for the 228i and $44,025 for the M235i. Unless you’re getting a really good deal on a 135i, the 2-series probably will be worth the wait.